EP0449662A1 - Kraftstoffeinspritzdüse und Verfahren zum Entlasten von Spannungskonzentration in einer Einspritzdüsenbohrung - Google Patents

Kraftstoffeinspritzdüse und Verfahren zum Entlasten von Spannungskonzentration in einer Einspritzdüsenbohrung Download PDF

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Publication number
EP0449662A1
EP0449662A1 EP91302835A EP91302835A EP0449662A1 EP 0449662 A1 EP0449662 A1 EP 0449662A1 EP 91302835 A EP91302835 A EP 91302835A EP 91302835 A EP91302835 A EP 91302835A EP 0449662 A1 EP0449662 A1 EP 0449662A1
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EP
European Patent Office
Prior art keywords
bore
bores
intersection
electrolyte
fuel injector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP91302835A
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English (en)
French (fr)
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EP0449662B1 (de
Inventor
David M. Rix
Christine Marie Yingling
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cummins Inc
Original Assignee
Cummins Engine Co Inc
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Filing date
Publication date
Application filed by Cummins Engine Co Inc filed Critical Cummins Engine Co Inc
Publication of EP0449662A1 publication Critical patent/EP0449662A1/de
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23H—WORKING OF METAL BY THE ACTION OF A HIGH CONCENTRATION OF ELECTRIC CURRENT ON A WORKPIECE USING AN ELECTRODE WHICH TAKES THE PLACE OF A TOOL; SUCH WORKING COMBINED WITH OTHER FORMS OF WORKING OF METAL
    • B23H9/00—Machining specially adapted for treating particular metal objects or for obtaining special effects or results on metal objects
    • B23H9/14—Making holes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/008—Arrangement of fuel passages inside of injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F02M57/024—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical with hydraulic link for varying the piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/32—Varying fuel delivery in quantity or timing fuel delivery being controlled by means of fuel-displaced auxiliary pistons, which effect injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/03—Fuel-injection apparatus having means for reducing or avoiding stress, e.g. the stress caused by mechanical force, by fluid pressure or by temperature variations

Definitions

  • the present invention relates to fuel injectors for internal combustion engines, and more specifically to improved bodies for such fuel injectors and methods for manufacturing them.
  • Electrochemical machining is a known method for forming workpieces, particularly metal workpieces.
  • a conventional electrochemical machining head comprises a supply of an electrically conductive fluid for application to the workpiece, electrodes communicating with the fluid supply and workpiece for creating an electrical current between the fluid and the workpiece, and a mask for confining the flow of the fluid to the material of the workpiece to be removed. Electrochemical machining has not been employed to address the problem of fuel injector body failure resulting from high fuel injection pressure.
  • One aspect of the present invention is recognition that the known injector body is prone to failure because the walls of the bores defining the timing chamber and the control passage intersect at a sharp edge, having a very small radius, particularly where the angle between the walls of the respective bores is smallest. This problem is solved by providing an enlarged radius where the angle between the respective bore walls is most acute. The resulting injector body can withstand the fluid pressure and mechanical stresses encountered in high pressure fuel injectors without premature failure.
  • the first step of the machining method is providing a partially formed injector body (or more broadly, an article) having first and second bores which intersect at an acute angle. The intersection of the bores defines a chamber within the body.
  • an electrochemical machining head is inserted in the chamber through one of the bores.
  • the electrochemical machining head includes a specially adapted mask which is positioned between a source of an electrolyte and the walls of the bores in a predetermined, fixed position. The mask confines the impingement of the electrolyte to the region to be radiused.
  • At least a portion of the intersection between the walls of the bores is machined with the electrochemical machining head to provide an increased blend radius between the intersecting walls.
  • the electrochemical machining head is then withdrawn from the chamber.
  • FIG. 1 is a cross-section of a high pressure fuel injector in which the present invention is embodied.
  • FIG. 2 is an enlarged, fragmentary cross-section similar to FIG. 5, showing the intersection of the timing chamber and control passage bores in the injector body before they are modified by machining the intersection between their walls.
  • FIG. 3 is a view similar to FIG. 2, showing the intersection of the timing chamber and control passage bores in the injector body after they are modified by machining the intersection between their walls by a method in which the present invention is embodied.
  • FIG. 4 is an isolated radial sectional view of the injector body, taken along line 4--4 of FIG. 1.
  • FIG. 5 is a reversed cross-section of the injector body of FIG. 1 on an electrochemical machining fixture positioned to machine the intersection between the timing chamber and control passage bores of the body.
  • FIG. 6 is an isolated side elevation of the mask shown in FIG. 5.
  • FIG. 7 is an orthogonal side elevation of the mask of FIG. 6.
  • FIG. 8 is a bottom plan view of the mask of FIG. 6.
  • FIG. 9 is an isolated side elevation of the electrode shown in FIG. 5.
  • FIG. 10 is a top plan view of the electrode of FIG. 9
  • FIG. 11 is a bottom plan view of the electrode of FIG. 9.
  • FIG. 1 illustrates the overall configuration of a mechanically assisted electronic fuel injection assembly 5.
  • the injector body 10 is formed preferably as a forged unit, and a central axial cavity 12 extends throughout the length of the injector body 10.
  • the axial cavity 12 is actually comprised of two coaxial and communicating central cylindrical bores of differing inner diameters.
  • the first cylindrical bore 14 is provided in the injector body 10 and slidingly receives a timing plunger 16.
  • the second cylindrical bore 18 slidingly receives a coupling member 20.
  • the cylindrical bores 14 and 18 are illustrated in the collapsed state.
  • a metering plunger 17 is slidingly received in a central cylindrical bore 15 formed in the metering barrel 34.
  • a metering spill orifice 28 is provided within the metering barrel 34 and allows selective passage of fuel ultimately between the metering plunger chamber 33 and the typical fuel rail (not shown) which extends across the cylinder and allows the passage of fuel from a tank or storage vessel to the injector.
  • a metering spill port orifice 28 and metering spill port 24 are located on the side wall 30 of the metering barrel 34.
  • the metering barrel 34 is also provided with a timing spill orifice 40 located on the side wall 30 of the metering barrel 34, and a timing spill port 38 which allow selective fuel transportation between the timing plunger chamber 26, a timing spill edge 57, a timing spill port 38, and a return channel 42.
  • the return channel 42 forming an annular cavity on the interior surface 41 of the nozzle retainer 36, is in communication with the return port 44 and the typical fuel return circuit (not shown) directing fuel back to the fuel tank under low pressure.
  • Fuel is provided to the metering plunger chamber 33 and the control chamber 54 via a fuel inlet port 45, a control valve fuel inlet passage 47, and a metering fuel inlet passage 49. Fuel flows selectively through the inlet passage 49 into the metering plunger chamber 33 through a check ball 35. Fuel also flows through the inlet passage 47 to the control chamber 54 for selective flow ultimately to the timing plunger chamber 26 through a control valve 56. Fuel is provided to the timing plunger chamber 26 via the timing plunger central passage 46, which extends as an annular passage formed between the central cylindrical bore 14 and the timing plunger 16. The passage 46 is in further communication with a control orifice 48 located on the side wall 52 of the first cylindrical central bore 14.
  • the control orifice 48 provides communication to a control passage or bore 50, which in turn is in selective communication with a control chamber 54 via a control valve assembly 56.
  • the valve assembly 56 is directly controlled by a control solenoid 58 in a manner which is well known.
  • the inclined or angular position of the control solenoid 58 with respect to the central axis of the injector body 10 allows the control passage 50 to be drilled or machined through the boss or opening 94 in the injector body 10 which receives the control solenoid 58.
  • This structure eliminates the need for additionally drilling or machining orifices in the external surface of the injector body 10, which must be subsequently sealed with high pressure plugs.
  • the timing plunger 16 protrudes into the lower or base portion of the second central cylindrical bore 18 but is not mechanically coupled to the coupling member 20.
  • the coupling member 20 abuts with the timing plunger 16 and only a compressive load is transferred from the coupling member 20 to the timing plunger 16.
  • the coupling member 20 is equipped with an annular stop 65, located at the bottom end of the coupling member 20.
  • the stop 65 limits the translation or movement of the coupling member 20 in the direction of the injection stroke.
  • Extending further radially outward on the flange 72 is a spring seat 66, through which a return spring 68 acts upon the coupling member 20 to bias the coupling member 20 in the direction of the upward or metering stroke.
  • the opposite end of the return spring 68 acts upon a spring seat 70, located on the injector body 10 at the base of the collar 74.
  • a pocket 76 and a bearing surface 80 are formed, which allows a link 78 to transmit a force upon the coupling member 20 against the force created by the return spring 68 during the injection stroke.
  • the link 78 functions in a well known fashion, and is typically in contact with the valve train camshaft (not shown), and reciprocates along the central axis of the injector assembly 5 in response to the angular position of the actuating cam (not shown).
  • rotational motion of the camshaft is converted into reciprocal motion of the injector assembly 5 axial components so as to provide force useful in pressurizing the timing plunger chamber 26 and metering plunger chamber 33.
  • the operation of the injector assembly 5 requires fuel to be supplied via the control valve 56, the passage 50, the orifice 48 and the channel 46 to the timing plunger chamber 26 and via the metering fuel inlet passage 49 and the check ball 35 to the metering plunger chamber 33 at a predetermined delivery fuel pressure of 150 psi.
  • the control valve 56 is open, the metering chamber 33 has been filled to the predetermined volume of fuel at 150 psi via the passage 49 and the check valve 35, the timing plunger chamber 26 has been filled with a balancing fuel at 150 psi via the control valve 56, the passage 50, the orifice 48 and the passage 46, and the metering plunger 17 is suspended in place between the metering plunger chamber 33 and the timing plunger chamber 26.
  • valve train cam acts on the link 78 to displace it toward the coupling member 20.
  • the coupling member 20 contacts the timing plunger 16 with a compressive force and displaces the timing plunger 16 into the timing plunger chamber 26 and causes preinjection backflow of fuel as described above as the timing plunger 16 begins to displace fuel in the timing plunger chamber 26.
  • the return spring 68 is simultaneously compressed and a restoring force is generated against the coupling member 20.
  • a signal is sent to the control solenoid 58 at a predetermined crankshaft angle, causing the control valve 56 to close.
  • the control valve 56 With the control valve 56 closed, fuel is no longer allowed to flow but of the timing plunger chamber 26, through the orifice 48, the passage 50 and the control valve 56 into the control chamber 54, and ultimately through the passage 47 and the port 45 back to the fuel rail.
  • preinjection backflow is terminated and the metering plunger 17 is no longer suspended in place.
  • closing the control valve 56 causes the pressure in the timing plunger chamber 26 to increase, creating a hydraulic link in the timing plunger chamber 26 and a force upon the metering plunger 17, which tends to increase the pressure in the metering chamber 33.
  • Pressurization increases until about 5000 psi (3450 N/cm2) is reached in both chambers.
  • 5000 psi (3450 N/cm2) is reached, communication via well known means is established with the nozzle 27 and injection is initiated. Initially, the flow at the nozzle 27 is low at about 5000 psi (3450 N/cm2). Thereafter, the timing plunger chamber 26 and metering plunger chamber 33 pressures continue to increase, generally to about 20,000 psi (13,800 N/cm2) (although transient pressures of 23,500 psi (16,200 N/cm2) are not uncommon). Injection continues at high pressure until the end of the injection stroke is reached.
  • the metering plunger 17 is further provided with a metering passage 31, which provides communication between the metering spill port 24 and the metering plunger chamber 33.
  • the valve train camshaft continues its rotation and the cam allows the link 78 to move away from the coupling member 20.
  • the coupling member 20 and the link 78 are then urged to follow the cam profile due to the force generated in the compressed return spring 68 acting on the coupling member 20 through the spring seat 66 and the flange 72. Since the timing plunger 16 is not physically connected to the coupling member 20, as the coupling member 20 is urged upward in a generally vertical direction away from the nozzle assembly 22 of the injector assembly 5, the timing plunger 16 is not forced to follow by the coupling member 20. The timing plunger 16 is free to translate or move independently of the coupling member 20.
  • the timing plunger 16 is urged toward the coupling member 20 against gravity only by the pressure of the fuel delivered to the metering plunger chamber 33 at the fuel rail pressure of 150 psi.
  • the pressure existing in the fixed volume of the timing plunger chamber 26 is increased by the metering plunger chamber 33 pressure acting on the lower surface area of the metering plunger 17 defining a portion of the metering plunger chamber 33.
  • the pressure increase on the fixed volume of the timing plunger chamber 26 acts on the lower surface area of the timing plunger.
  • the timing plunger 16 is urged to move in an upward or vertical direction to maintain contact with the coupling member 20.
  • the metering check ball 35 located on the surface of the nozzle spacer 23 exposed to the metering plunger chamber 33, opens to a slight gap between the metering barrel 34 and the nozzle spacer 23. This gap allows incoming fuel at the fuel rail pressure of 150 psi to enter and expand the metering plunger chamber 33.
  • the metering plunger 17 is urged to maintain contact by hydraulic pressures with the timing plunger 16, and the timing plunger 17 is caused to move upward through the injector body by the pressure of the fuel delivered into the timing plunger chamber 26 and metering plunger chamber 33.
  • the control valve 56 which had been closed for a portion of the injection stroke, is caused to open by the actuation of a control solenoid 58.
  • the timing of the opening of the control valve 56 is established by the desired quantity of fuel allowed into the metering plunger chamber 33. Once the control valve 56 is opened, fuel flow at the fuel rail pressure of 150 psi is allowed into the timing plunger chamber 26. As the fuel pressure in both the metering plunger chamber 13 and the timing plunger chamber 26 is equal, the pressure forces acting on the metering plunger 17 in both the upward and downward axial direction are balanced and motion of the metering plunger 17 ceases.
  • a very low spring rate bias spring 55 is provided between the opposing surfaces of the two plungers and within the timing plunger chamber 26 so as to counteract the inertial effects of the motion of the metering plunger 17 and bring the metering plunger to a full and precise stop.
  • the spring 55 also tends to induce a slight pressure on the metering chamber 33 through the metering plunger 17 and thus encourages the check ball 35 to fully seat and seal the chamber 33.
  • the timing plunger 16 continues to move upward independently of the coupling member 20 away from the now suspended metering plunger 17 under the force of the fuel pressure entering the plunger chamber 26.
  • the volume of timing plunger chamber 26 increases as it is filled with fuel at the fuel rail pressure of 150 psi. After the top of the metering stroke is reached, another injection stroke begins as explained above.
  • FIG. 2 shows an injector body which has not yet been modified according to the present invention.
  • FIG. 3 illustrate the present invention.
  • the diameter of the bore 14 is preferably less than 20 mm., and in some cases less than 10 mm.
  • the bore 50 is typically smaller than the bore 14, and preferably has a diameter of less than 5 mm. in this embodiment.
  • the bores 14 and 50 define a fuel flow path in the injector body 10.
  • intersection of the bores 14 and 50 defines an angle A, shown as an angle of approximately 60 degrees in FIG. 2.
  • the walls of the bores 14 and 50 intersect along a nearly circular but nonplanar closed loop designated herein as the intersection 200.
  • the apex indicated as a point 202 on the line of intersection 200 also defines an angle B between the walls of the bores 14 and 50, and the apex indicated as a point 204 diametrically opposed across the bore 50 defines an angle C, here about 120 degrees, between the walls of the bores 14 and 50.
  • the line of intersection 200 is a sharp edge having substantially no radius, and is sharpest at the apex 202.
  • the apex 202 is a site of high stress concentration.
  • Fig. 2 also shows that in this embodiment the bore 50 is intersected by a coaxial transition 206 and bore 208.
  • FIGS. 3 and 4 illustrate the intersection 200, particularly near the apex 202, machined to reduce the concentration of stress.
  • the original apexes 202 and 204 are machined away.
  • the original transition 206 between the bore 14 and the bore 208 is also machined away immediately adjacent to the intersection of the bores 14 and 50.
  • the intersection between the bores 50 and 208 is a smooth, gently curved radius 210.
  • the radius 210 may be more than 0.2 mm., and preferably at least 0.5 mm.
  • the provision of this large radius 210 and removal of the originally sharp apex 202 greatly reduces the degree of stress concentrated on the injector body 10 and greatly extends the typical working life of the injector body 10.
  • FIGS. 3 and 4 Another feature shown in FIGS. 3 and 4 is a machined pocket 212 recessed into the wall of the bore 14, forming with the radius 210 an enlarged mouth of the bore 14 where it meets the bore 14. Since fuel flows both ways through the intersection of the bores 14 and 50 during each injection cycle, the provision of the pocket 212 reduces the resistance of the bores 14 and 50 to such bidirectional flow.
  • the pocket 212 has three transitions -- 214, 216, and 218 (respectively defining internal angles D, E, and F, of approximately 120 degrees, approximately 240 degrees, and approximately 120 degrees between the intersecting walls of the bores 14 and 50).
  • the angles D, E, and F are each obtuse instead of acute.
  • Each of these transitions, particularly 216 and 218, is radiused to reduce stress concentration. The problem of stress concentration is greatest at the most acute local angle of intersection between the walls of the bores 14 and 50, so the largest radius transition is radius 210.
  • FIG. 4 the radial extent of the pocket 212 with respect to the axis of the bore 14 is illustrated.
  • the machining of the pocket 212 is confined to a sector approximately facing the bore 50 in this embodiment.
  • Another aspect of the invention is a method for machining the radius 210 and the pocket 212 after the bores 14 and 50 are drilled.
  • This machining is complicated by the minimal access to the line of intersection 200 from outside the injection body 10.
  • the line of intersection 200 can only be approached through one of the bores.
  • the bore 14 (which provides the best access in this situation) has a diameter of less than 20 mm., and possibly less than 10 mm, and the pocket 212 is more than 20mm. from the outside end of the bore 14, thus providing too little room for a conventional milling tool to be inserted and used, particularly if the tool must be maneuvered within the bore 14 to complete the machining operation.
  • the present invention uses an electrochemical machining process.
  • FIGS. 5 - 11 show an electrochemical milling fixture adapted to machine the radius 210 and the pocket 212 simply, accurately, and rapidly.
  • the injector body 10 of which only the fragment surrounding the bore 14 is shown, is supported and located in a precise orientation by locating pins 220 on an insulated table 222 made of phenolic resin or other suitable nonconductive material.
  • the table 222 has an orifice 224 which receives a mask 226 made of polyvinyl chloride or other suitable nonconductive material.
  • the mask 226 is positioned with respect to the table 222 by a pin 228.
  • An electrode 230 made of brass or other compatible material extends within the mask 226 and is anchored in a plenum block 232.
  • a machining fluid reservoir 234 and pump 236 supply machining fluid, typically a brine of sodium chloride in water, through the passages 238, 240, and 242 to the space 244 between the mask 226 and the electrode 230.
  • a rectifier or other source of DC current schematically shown as a battery 246, generates a potential between the injector body 10 and the electrode 230.
  • the negative electrode 230 is in intimate electrical contact with the fluid in the space 244 and with the plenum block 232.
  • the mask 226 comprises a base 246 and a probe 248 terminating in an integral plug 250.
  • a bore 252 extends from a mouth 254 to the base of a lip 256 under the plug 250.
  • a window 258 which is rectangular in side elevations extends circumferentially between the edges 260 and 262, extends axially between the lip 256 and the edge 264, and provides communication through the wall of the bore 252.
  • a bore 266 in the base 246 receives the pin 228 shown in FIG. 5.
  • the window 258 is generally aligned with the region of the intersection 200 to be machined when the injector body 10 is on the electrochemical machining fixture.
  • the lower edge 264 of the window 258 lies between the apexes 202 and 204, closer to the former than the latter.
  • the upper lip 256 of the mask is enclosed by the lower end of the bore 208, above the transition 206.
  • the edges 260 and 262 of the window have a circumferential separation of about 100 degrees in this embodiment and the window 258 squarely faces the bore 50.
  • the clearance of the probe 248 in the bore 14 and the clearance of the plug 250 and the lip 256 in the bore 208 are each very slight, effectively sealing off the regions above the window 258 and below the apex 204 against the influx of fluid from the reservoir 234 through the bore 252 and window 258.
  • the electrode 230 is a machined rod, and comprises a base 270, a shaft 272, and a lip 274.
  • the base 270 has a shoulder 276 which abuts against the lip 278 of the mask 226 (FIG. 7) to locate the electrode 230 with respect to the mask 226.
  • the lip 274 is slightly beneath the lip 256 of the mask 226 and well above the lower edge 264 of the window 258.
  • the shaft 272 is flattened on the side 280 opposite the lip 274 and slightly reduced in diameter on the side 282 beneath the lip 274, creating a fluid reservoir around the shaft 272. This reservoir facilitates the necessary intimate electrical contact of the fluid in the reservoir with the electrode 230.
  • the electrode 230 has shoulders 283 and 284 defining notches on each side of the lip 274.
  • the flow of electrolyte through the fixture and the injector body 10 during machining is as follows.
  • the principal flow is directed between the lips 256 and 274 and through the window 258, where it directly impinges upon and quickly erodes the apex 202 (FIGS. 2 and 3) and then continues up the bore 50 and out of the injector body 10.
  • the flowing electrolyte carries away the waste resulting from the machining operation.
  • a secondary flow of electrolyte to form the pocket 212 proceeds between the lip 274 and the lower edge 264 of the window 258, through the lower part of the window.
  • a tertiary flow of electrolyte proceeds across the shoulders 283 and 284, then through the window 258, then circumferentially inward across the pocket 212.
  • the secondary and tertiary flows also drain through the bore 50.
  • the illustrated apparatus is used to machine a drilled forged steel injector body 10, providing the radius and pocket 210 and 212 described and illustrated herein, using a voltage of about 22 volts (measured at the power supply), an electrolyte composed of about 15% (volume solute per volume solution) sodium chloride in water, an electrolyte temperature of about 80 degrees Fahrenheit (27 degrees C), an electrolyte pressure of about 100 psi (69 Newtons per square centimeter), and a machining time of about 60 seconds. Other machining conditions and mask and electrode configurations can be devised to provide different machined configurations. After the electrochemical machining step is concluded the injector body 10 is rinsed thoroughly and dried to remove any residual electrolyte. The surface left by the machining operation is highly polished with large blend radii.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
EP91302835A 1990-03-29 1991-03-28 Kraftstoffeinspritzdüse und Verfahren zum Entlasten von Spannungskonzentration in einer Einspritzdüsenbohrung Expired - Lifetime EP0449662B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US07/501,023 US5192026A (en) 1990-03-29 1990-03-29 Fuel injectors and methods for making fuel injectors
US501023 1990-03-29

Publications (2)

Publication Number Publication Date
EP0449662A1 true EP0449662A1 (de) 1991-10-02
EP0449662B1 EP0449662B1 (de) 1994-11-02

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EP91302835A Expired - Lifetime EP0449662B1 (de) 1990-03-29 1991-03-28 Kraftstoffeinspritzdüse und Verfahren zum Entlasten von Spannungskonzentration in einer Einspritzdüsenbohrung

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US (1) US5192026A (de)
EP (1) EP0449662B1 (de)
JP (1) JP2539551B2 (de)
DE (1) DE69104880T2 (de)

Cited By (11)

* Cited by examiner, † Cited by third party
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GB2285096A (en) * 1993-12-27 1995-06-28 Caterpillar Inc Formation of interconected high pressure passages
GB2296039A (en) * 1994-12-16 1996-06-19 Perkins Ltd Stress reduction at a high pressure fluid passage junction
US5984208A (en) * 1997-11-03 1999-11-16 Caterpillar Inc. Fuel injector having a press-in valve seat
EP0989298A1 (de) * 1998-09-24 2000-03-29 Siemens Aktiengesellschaft Kraftstoffeinspritzventil für eine Brennkraftmaschine
WO2001029405A1 (de) * 1999-10-16 2001-04-26 Robert Bosch Gmbh Kraftstoffhochdruckspeicher und verfahren zur herstellung eines kraftstoffhochdruckspeichers
WO2001029404A1 (de) * 1999-10-16 2001-04-26 Robert Bosch Gmbh Verfahren zum herstellen eines kraftstoffhochdruckspeichers
WO2001086138A1 (de) * 2000-05-08 2001-11-15 Robert Bosch Gmbh Hochdruckfester injektorkörper
EP1304476A2 (de) * 2001-10-20 2003-04-23 Robert Bosch Gmbh Hochdruckfester Injektorkörper
WO2006029927A1 (de) * 2004-09-13 2006-03-23 Robert Bosch Gmbh Injektor mit einrichtung zur verhinderung von schmutzablagerungen innerhalb des injektors
EP2808532A1 (de) * 2013-05-30 2014-12-03 Delphi International Operations Luxembourg S.à r.l. Kraftstoffeinspritzer
DE10137890B4 (de) * 2000-08-03 2016-12-01 Denso Corporation Kraftstoffeinspritzvorrichtung

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CA2230745A1 (en) 1997-03-03 1998-09-03 Kikuo Asada Method for improving fatigue strength due to repeated pressure at branch hole part in member for high pressure fluid, branch hole part of member for high pressure fluid formed by the method, and member for high pressure fluid with built-in slider having the branch hole
CA2230744A1 (en) 1997-03-03 1998-09-03 Usui Kokusai Sangyo Kaisha Limited Common rail and method of manufacturing the same
US6126208A (en) * 1997-03-03 2000-10-03 Usui Kokusai Sangyo Kaisha Limited Common rail and method of manufacturing the same
JP3352350B2 (ja) * 1997-03-04 2002-12-03 臼井国際産業株式会社 コモンレール
US6263862B1 (en) 1998-03-02 2001-07-24 Usui Kokusai Sangyo Kaisha Limited Common rail and method of manufacturing the same
JP3525883B2 (ja) 1999-12-28 2004-05-10 株式会社デンソー 燃料噴射ポンプ
JP4035809B2 (ja) * 2001-07-16 2008-01-23 ボッシュ株式会社 燃料噴射弁における高圧送油路交差部の応力低減構造
US20050017087A1 (en) * 2002-11-19 2005-01-27 Brent Brower Conduit intersection for high pressure fluid flow
SE0203538L (sv) * 2002-11-27 2004-05-28 Volvo Technology Corp Katalysatorenhet för reducering av NOx-föreningar
AT500774B8 (de) * 2004-08-06 2007-02-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
GB0602742D0 (en) * 2005-06-06 2006-03-22 Delphi Tech Inc Machining method
ATE422615T1 (de) * 2006-11-27 2009-02-15 Delphi Tech Inc Gehäuse mit sich überschneidenden durchgängen
DE102008035356A1 (de) * 2008-07-29 2010-02-04 Robert Bosch Gmbh Ventilgehäuse
EP2320084B1 (de) * 2009-11-06 2012-09-12 Delphi Technologies Holding S.à.r.l. Gehäuse mit sich überschneidenden Durchgängen für Hochdruck-Flüssigkeitsanwendungen
DE102010022909A1 (de) * 2010-06-07 2011-12-08 Continental Automotive Gmbh Kraftstoffinjektor mit Kanalanordnung
DE102016122785B4 (de) * 2016-11-25 2022-11-03 Stoba Sondermaschinen Gmbh Verfahren zum Herstellen einer Brennstoff- oder Hydraulikmittelleiteinheit mittels kombinatorischem ECM-Bearbeitens und Laserbohrens

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Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2285096A (en) * 1993-12-27 1995-06-28 Caterpillar Inc Formation of interconected high pressure passages
GB2285096B (en) * 1993-12-27 1997-12-03 Caterpillar Inc Method of operating a high-pressure apparatus such as a fuel injector
GB2296039A (en) * 1994-12-16 1996-06-19 Perkins Ltd Stress reduction at a high pressure fluid passage junction
EP0717227A2 (de) * 1994-12-16 1996-06-19 Perkins Limited Verfahren zur Verminderung der Spannung in Abzweigungen in einem Hochdruckströmungskanalsystem, und dadurch gebildete Abzweigung
EP0717227A3 (de) * 1994-12-16 1997-05-02 Perkins Ltd Verfahren zur Verminderung der Spannung in Abzweigungen in einem Hochdruckströmungskanalsystem, und dadurch gebildete Abzweigung
US5984208A (en) * 1997-11-03 1999-11-16 Caterpillar Inc. Fuel injector having a press-in valve seat
EP0989298A1 (de) * 1998-09-24 2000-03-29 Siemens Aktiengesellschaft Kraftstoffeinspritzventil für eine Brennkraftmaschine
WO2000017513A1 (de) * 1998-09-24 2000-03-30 Siemens Aktiengesellschaft Kraftstoffeinspritzventil für eine brennkraftmaschine
WO2001029405A1 (de) * 1999-10-16 2001-04-26 Robert Bosch Gmbh Kraftstoffhochdruckspeicher und verfahren zur herstellung eines kraftstoffhochdruckspeichers
WO2001029404A1 (de) * 1999-10-16 2001-04-26 Robert Bosch Gmbh Verfahren zum herstellen eines kraftstoffhochdruckspeichers
US6612289B1 (en) * 1999-10-16 2003-09-02 Robert Bosch Gmbh Common rail and method for producing a common rail
WO2001086138A1 (de) * 2000-05-08 2001-11-15 Robert Bosch Gmbh Hochdruckfester injektorkörper
DE10137890B4 (de) * 2000-08-03 2016-12-01 Denso Corporation Kraftstoffeinspritzvorrichtung
DE10165131A1 (de) 2000-08-03 2016-12-08 Denso Corporation Kraftstoffeinspritzvorrichtung
EP1304476A2 (de) * 2001-10-20 2003-04-23 Robert Bosch Gmbh Hochdruckfester Injektorkörper
EP1304476A3 (de) * 2001-10-20 2004-05-19 Robert Bosch Gmbh Hochdruckfester Injektorkörper
WO2006029927A1 (de) * 2004-09-13 2006-03-23 Robert Bosch Gmbh Injektor mit einrichtung zur verhinderung von schmutzablagerungen innerhalb des injektors
EP2808532A1 (de) * 2013-05-30 2014-12-03 Delphi International Operations Luxembourg S.à r.l. Kraftstoffeinspritzer

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EP0449662B1 (de) 1994-11-02
DE69104880D1 (de) 1994-12-08
DE69104880T2 (de) 1995-03-16
JP2539551B2 (ja) 1996-10-02
US5192026A (en) 1993-03-09
JPH0666223A (ja) 1994-03-08

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